CA2654873C - Snowmobile suspension and drive train - Google Patents
Snowmobile suspension and drive train Download PDFInfo
- Publication number
- CA2654873C CA2654873C CA2654873A CA2654873A CA2654873C CA 2654873 C CA2654873 C CA 2654873C CA 2654873 A CA2654873 A CA 2654873A CA 2654873 A CA2654873 A CA 2654873A CA 2654873 C CA2654873 C CA 2654873C
- Authority
- CA
- Canada
- Prior art keywords
- track
- suspension
- snowmobile
- frame
- endless loop
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 239000000725 suspension Substances 0.000 title claims abstract description 128
- 230000035939 shock Effects 0.000 claims description 40
- 230000005484 gravity Effects 0.000 claims description 21
- 238000013459 approach Methods 0.000 claims description 5
- 230000001965 increasing effect Effects 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 3
- 230000033001 locomotion Effects 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000000712 assembly Effects 0.000 description 2
- 238000000429 assembly Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- XMTQQYYKAHVGBJ-UHFFFAOYSA-N 3-(3,4-DICHLOROPHENYL)-1,1-DIMETHYLUREA Chemical compound CN(C)C(=O)NC1=CC=C(Cl)C(Cl)=C1 XMTQQYYKAHVGBJ-UHFFFAOYSA-N 0.000 description 1
- 235000001270 Allium sibiricum Nutrition 0.000 description 1
- 241000950314 Figura Species 0.000 description 1
- 238000009825 accumulation Methods 0.000 description 1
- 210000000941 bile Anatomy 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000001939 inductive effect Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D55/00—Endless track vehicles
- B62D55/08—Endless track units; Parts thereof
- B62D55/104—Suspension devices for wheels, rollers, bogies or frames
- B62D55/112—Suspension devices for wheels, rollers, bogies or frames with fluid springs, e.g. hydraulic pneumatic
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D55/00—Endless track vehicles
- B62D55/06—Endless track vehicles with tracks without ground wheels
- B62D55/07—Mono-track vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D55/00—Endless track vehicles
- B62D55/08—Endless track units; Parts thereof
- B62D55/104—Suspension devices for wheels, rollers, bogies or frames
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D55/00—Endless track vehicles
- B62D55/08—Endless track units; Parts thereof
- B62D55/12—Arrangement, location, or adaptation of driving sprockets
- B62D55/125—Final drives
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D55/00—Endless track vehicles
- B62D55/08—Endless track units; Parts thereof
- B62D55/18—Tracks
- B62D55/24—Tracks of continuously flexible type, e.g. rubber belts
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
A snowmobile suspension and drive train for supporting a snowmobile chassis and guiding an endless loop type track, the snowmobile suspension and drive train comprises an endless loop type snowmobile track supported by a suspension mechanism; wherein the track is being driven and guided at a rear track position with track drive sprockets and is supported and guided at a front track position with front idler wheels, and wherein an upper portion of the track is guided and supported at an intermediate position over top track wheels. The snowmobile suspension wherein the suspension mechanism includes a diagonally extending upper frame pivotally connected at a pivot point to a horizontally oriented lower frame in scissor relationship such that the suspension can move between a raised position and a lowered position.
Description
Title: SNOWMOBILE SUSPENSION AND DRIVE TRAIN
Field of the Invention [001] The present invention claims priority from previously filed Canadian application filed on August 22,2008 application number 2,639,099 inventor Shawn Watling under the title; Snowmobile Suspension and Drive Train. The present invention relates to a snowmobile suspension and drive train.
Background of the Invention [0021 Traditional snowmobile drive trains use a forward drive axle which is= driven by a jack shaft which obtains power from the secondary clutch. The present invention eliminates the forward drive axle and instead uses a rear drive which includes a chain and sprocket drive.
Field of the Invention [001] The present invention claims priority from previously filed Canadian application filed on August 22,2008 application number 2,639,099 inventor Shawn Watling under the title; Snowmobile Suspension and Drive Train. The present invention relates to a snowmobile suspension and drive train.
Background of the Invention [0021 Traditional snowmobile drive trains use a forward drive axle which is= driven by a jack shaft which obtains power from the secondary clutch. The present invention eliminates the forward drive axle and instead uses a rear drive which includes a chain and sprocket drive.
2 Summary of the Invention
[003] A snowmobile suspension and drive train for supporting a snowmobile.chassis and guiding an endless loop type track, the snowmobile suspension and drive train comprising=
endless loop type snowmobile track supported by a suspension; wherein the track is being driven and guided at a rear track position with track rear drive sprockets and is supported and guided at a front track position with front idler wheels, wherein an upper portion of the tra.ck is guided and supported at an intermediate position over top track wheels.
endless loop type snowmobile track supported by a suspension; wherein the track is being driven and guided at a rear track position with track rear drive sprockets and is supported and guided at a front track position with front idler wheels, wherein an upper portion of the tra.ck is guided and supported at an intermediate position over top track wheels.
[004] Preferably wherein the front idler wheels positioned within 6 inches either side of the balance point.
[005] Preferably wherein the front idler wheels positioned witl*i 2 inches either side of the balance point.
[006] Preferably wherein the front idler wheels positioned at the balance point.
[007] Preferably wherein the suspension ineludes a upper franie pivotally connected at a pivot point to a horizontally oriented lower frame in scissor relationship such that the suspension movable between a raised position and a lowered position.
[008] Preferably wherein in the lowered position the upper frame is oriented substantially parallel to the lower frame.
[009] Preferably wherein in the raised position the upper frame is oriented such that it extends diagonally upwardly relative to the lower frame.
[00101 Preferably wherein in the raised position a reaction force vector passing through the pivot point and parallel to the frame rail will intersect with the center of gravity.
[00111 Preferably wherein in the raised position a reaction force vector passing through the pivot point and parallel to the frame rail will pass above the center of gravity.
=
[0012]
Preferably 5 wherein the pivot point dividing upper frame into a rear arm portion on one side of the pivot point and a front arm portion on the other side of the pivot point.
[0013]
Preferably wherein in the lowered position rear ann portion raises the drive sprockets off of the ground creating a tack lifted portion being the part ofthe track no longer contacting the ground thereby creating a track short contact length being the portion contacting the ground.
[0014]
Preferably wherein in the raised position rear ant portion lowers rear drive sprockets toward the ground eliminating a track lifted portion thereby creating a track long contact length being the portion contacting the ground.
[0015]
Preferably wherein the lower fratne including left and right frame inemben having mounted thereon track wheels for supporting the track rollably thereon.
[0016] Preferably wherein the pivot point is spaced upwardly from the frame members and located in pivot flange projecting upwardly from a rear end of each frame member thereby creating L shaped left and right frame members.
[0017] Preferably wherein the suspension is fastened to the chassis with front adjustable shocks and rear adjustable shocks such that the front track portion and the rear track portion can be adjusted up and down independently of each other.
Brief Description of the Drawings [0018] The invention will now be desctibed by way of wimple only with reference to the following drawings in which:
Figure 1 is a side schematic partial cut away view of the present invention a snowmobile suspension and drive train.
Figure 2 is a top plan view of the snowmobile suspension and drive train.
Figure 3 is a side elevational view of the snowmobile suspension and drive train.
Figure 4 is a schematic partial assembly view of a portion of the rear shock assembly and adjusting mechanism.
Figure 5 is a schematic partial cut away view of the rear shock assembly.
Figure 6 is atop schematic partial cut away view of the snowmobile suspension and drive train.
Figure 7 is a partial schematic cut away side plan view of the snowmobile suspension and drive train.
Figure 8 is a schematic partial view of components of the chain tensioning assembly.
Figure 9 is a schematic assembly of a portion of the front shock assembly.
Figure 10 is an assembled partial schematic perspective view of the front shock assembly together with the slide rails.
Figure 11 is a top plan schematic view of the rear shock assembly and the front shock assembly shown mounted on the ladder bar frame.
Figure 12 is a partial side schematic view of the rack and rear idle wheels together with the rear shock assembly shown in a first position in dark lines and a second position in light dashed lines and in a third position an even lighter dashed lines.
Figure 13 is a top schematic plan view of a portion of the snowmobile su.spension and drive train together with the engine and primary and secondary clutch.
Figure 14 is a schematic partial cut away view of the driven jack shaft together with various component mounted thereon including the brake rotor, the front idlar wheels, the front drive split sprocket and the secondary clutch.
Figure 15 is an exploded assembly view of the mounting hub, the front drive split sprocket and the pins and bolts for assembly of the components.
Figure 16 is a rear perspective assembled schematic view of an alternate emb9diment of a snowmobile suspension and drive train,.
Figure 17 is a top plan view of the snowmobile suspension and drive train shown in Figure 16.
Figure 18 is a schematic side elevational view of the snowmobile suspension and drive train shown in solid lines together with a snowmobile chassis shown in dashed lines.
Figure 19 is an enlarged side elevational schematic view of the snow bile suspension and drive train shown in Figure 18.
Figure 20 is a schematic side elevations! view of the snowmobile suspension and drive train deployed in a chassis of a snowmobile shown in dashed lines.
Figure 21 is a side elevational schematic side view of the snovvmobile suspension ancl diive=
train shown in Figure 16 in the raised position.
Figure 22 is a schematic side elevational plan view of the sno-wmobile suspension and drive train in solid lines deployed onto a snowmobile chassis shown in dashed lines.
Figure 23 is an expanded side elevational schematic view of the snowmobile suspension and drive train together with front and rear adjustable shocks.
Figure 24 is a side devotional schematic view of the snowmobile suspension and drive train shown in Figure 16 together with the drive belt and pulleys together shown deployed onto a chassis of a snowmobile.
Figure 25 is a top schematic plan VieW of the snowrnobile suspension and drive train shown in Figure 16 using a cog belt drive system to drive the rear drive sprockets rather than a chain.
Figure 26 is :a top schematic plan view of the snowmobile suspension showing the engine drive line mounted on the other side of the suspension and drive train relative to Figures 25 and 17.
Figure 27 is a side elevational schematic side view of an alternate arrangement of the snowmobile suspension and drive train in the raised position depicting an inclined appraoch, Detailed Description of the Preferred Embodiment [0019] The attached figures show a snowmobile suspension and drive train which includes the following major components, namely ladder bar frame 202, front shock assembly 204, rear shock assembly 206, drive chain 250, mar drive assembly 210, front drive assembly 212, engine 214, primary clutch 216 and driven secondary clutch 218.
[0020]
Referring now to Figures 13, 14 and 15 front drive assembly 212 includes a live driven jack shaft 220, a front drive split sprocket 222, a mounting hub 224 and idler wheels 226.
[0021]
Front drive split sprocket 222 is mounted onto mounting hub 224 using pins 230 and bolts 232. Mounting hub 224 is mounted onto driven jack shaft 220 in traditional manners including splines etc, for rigidly mounting, mounting hub 224 onto driven shaft 220.
[00221 Driven shaft 220 also includes brake rotor 236 and brake calliper 238 mounted on one end of the driven shaft 220 and the secondary clutch 218 mounted on the other end of driven shaft 220.
[0023]
Engine 214 drives primary clutch 216 which in turn drives secondary clutch 218 via drive belt 240.
[0024] Front drive split sprocket 222 drives drive chain 250.
[0025]
Referring now to Figures 2, 3, 4 and 5, rear drive assembly 210 includes fixed rear axle 302, track sprockets 304, driven chain sprocket 306, rear idler wheels 308, track tension assembly 310, rear shock assembly 206 and chain tensioning assembly 312.
[00261 Rear shock assembly 206 includes coil over rear shock 402, upper pivot arm 404, lower pivot arm 406, rear pivot shaft 408, sprag or splined faces 410 and connecting link 412.
[0027]
Ladder bar frame 202 includes outer mils 602, cross member 608, stiffening member 610, and has attached thereto idler track wheels 604 and slide rails 606.
[00281 Front shock assembly 204 best shown in Figures 9, 10 and 11, includes an adjustable coil over shock 702, a front pivot arm 704, a slide rail connecting link 706, aperture for pivot arm shaft 708, connecting pins 710, connecting link shaft 712 and pivot arm shaft 714. Front pivot arm 704 also includes shock flanges 720, and shock mounting holes 722.
[0029] Chain tension assembly 312 includes the (hive chain 250, a slotted adjustment bracket 802 and a chain idler wheel 804.
[0030] Ladder bar are 202 is connected to the snowmobile chassis at front ladder bar pivot shaft 692.
[0031] Referring now to Figure 12 showing rear shock assembly 206 together with the track in various positions by adjusting the rear shock assembly 206 namely by setting the spline faces 410 relative to each other by clamping upper pivot arm against rear pivot shaft 408. In this manner one can align upper pivot arm 404 at relative angles to lower pivot um 406. So for example, one can obtain a track first position 902 by engaging sprag or spline faces 410 in such a manner that lowerpivot arm takes on first position 91.2. One can obtain track second positioti 904 by adjusting lower pivot arm into second position 914 and one can obtain a track third position 906 as shown in Figure 12. Therefore, the track 950 can be adjusted to various heights relative to the chassis of the snowmobile by adjusting the sprag or spline faces 410 of the rear pivot shaft 408 relative to the upper pivot arm 404 with bolt 405. In this manner, one can adjust the tide height to suit individual riding conditions and increase or decrease the suspension travel.
Snowmobile Drive Train In Use r00321 The presently desctibed=rive train includes an engine 214 which drives a primary clutch 216 which is connected to a secondary clutch 218 via a drive belt 240.
Secondary clutch 218 drives a driven jack shaft 220 which is a, live shaft which includes front drive split sprocket 222 mounted onto a momiting hub 224 connected to driven jack shaft 220. Driven jack shaft 220 edso includes a brake rotor 236 and a brake calliper 238 mounted on one distal end thereof In addition, there are two front idler wheels 226 which guide track 950 Overtop of and around front chive assembly 212. Front drive split sprocket 222 dtives a drive chain 250 which in turn is cormected to driven chain sprocket 306 which is mourned on fixed rear axle 302.
[0033]
Fixed rea.r rode 302 includes tvvo sets of track sprockets 304 which are mounted on either side of driven chain sprocket 306. In addition, rear idler wheels 308 guide track 950 around rear drive assembly 210. Drive chain 250 in addition passes over top of two chain idler wheels 804, the first positioned closer to the front of the snowmobile and the second chain idler wheel 804 is part of a chain tensioning assembly 312. Chain tensioning assembly 312 includes a slotted adjustment bracket 802 along which chain idler wheel 804 can be mounted at various positions in order to adjust chain tension. A chain guard 290 is also mounted on the upper part of the drive assembly to ensure that chain 230 does not make contact with any of the parts of the ladder bar frame 202. This drive system -results in reduced moving components and increased flexibility in that any number of the sprocket combinations can be used to determine the final drive ratio and to optimize the drive train for any particular driving condition. In addition, rather than the front portion of the track being driven, in this case the rear portion of the track is driven, resulting in completely different driving characteristics of the snowmobile due to the tensioning on track 950 and the torque imposed upon the snowmobile during hard acceleration.
[0034] This drive setup allows for a very stiff ladder bar frame construction having cross member 608 and stiffening mernber 610 which pivot about one point near the front of the snowmobile namely, about front ladder bar pivot shaft 692.
Snowmobile Suspension In Use [0035] The snowmobile suspension includes a front shock assembly 204 and two rear shock assemblies 206. Front shock assembly 204 includes an adjustable coil over shock 702 which is attached at one end to ladder bar frame 202 and at the other end to shock mounting hole 722 in front pivot arm 704. In turn, slide rail connecting link 706 is hinge ably connected to front pivot arm 704 with a connecting pin 710. Slide rail connecting link 706 is attached to slide rail 606 which a connecting link shaft 712. Slide rail 606 is vet)/ much the same as the slide rail assemblies found on existing snowmobiles having a number of idler track wheels 604 for guiding the track along the bottom of the snowmobile.
Rear shock assembly 206 includes rear pivot shaft 408. On each distal end of rear pivot shaft 408, a coil over rear shock 402 is mounted to an upper pivot arm 404 which is connected to rear pivot shaft 408 with a sprag or spline faces 410 found on both the upper pivot arm 404 and the rear pivot shaft 408. The spline faces are meshed together using a bolt 405 for rigidly connecting upper pivot arm 404 to rear pivot shaft 408. In addition, there is a lower pivot arm 406 rigidly attached to rear pivot shaft 408 which in turn is connected to a connecting link 412 which is connected at one to the ladder bar frame 202 and at the other end to lower pivot ann 406. As best shown in Figure 12 via adjusting the position of the sprag or spline faces 410, one can select any number of angular positions of lower pivot arm 406 in relationship to upper pivot arm 404. Figure 12 shows three such possibilities namely track first position 902, track second position 904 and track third position 906. By adjusting the anguktr relationship between the upper pivot arm 404 and the lower pivot arm 406 using the sprag or spline faces 410, one can have a high riding position and or a low riding position and/or select large suspension travel or smaller suspension travel depending uport the position of the pivot arms.
[0036] , The suspension will also include a track tension assembly 310 which is an assembly well known in the present art. In order to adjust the tension on track 950, first of all the chain tensioning assembly 312 would be backed off completely in order to remove any tension on drive chain 250. Once drive chain 250 is slack, one can then adjust the track tensioning assembly 310 in order to obtain the necessary tension on track 950.
Thereafter, the chain tensioning assembly 312 would be adjusted to obtain the necessary tensiort on drive chain 250.
Description of Alternate Embodiment of a Snowmobile Suspension and Drive Train [0037] An alternate embodiment of a snowmobile suspension and drive train is shown generally as 1000 in Figure 16 and following:
[0038] Snowmobile suspension and drive train 1000 includes the following major components namely, upper frame 1002 pivotally attached and connected to lower frame 1004 at a pivot point 1007 with a pivot shaft 1006. The track 1102 is art endless loop type snowmobile track supported by the suspension wherein track 1102 is being driven and guided at a rear track position 1404 with track drive sprockets 1036 and is supported and guided at a front track position 1402 with front idler wheels 1052 and the upper portion 1406 of track 1102 is guided at an interme,diate position 1408 over top track wheels 1026. Note that track 1102 is driven at the rear track position 1404 which is where the track just breaks contact with ground 1101. With suspension 1000 in raised position 1008 track 1.102 breaks contact with the ground under track drive sprockets. With suspension 1000 in lowered position 1010 track 1102 breaks contact with the ground under the rear most track wheel 1044. Track 1102 just begins to make contact with ground 1102 at front track position 1402 under front idler wheel 1052. Upper portion 1406 of track 1102 does not make contact with ground 1101. =
[0039] The suspension includes a diagonally extending upper frame 1002 pivotally connected to a horizontally oriented lower frame 1004 in scissor relationship pivoting at pivot point 1007. Upper frame 1002 can be pivoted in scissor like fashion relative to lower frame 1004 between a raised position 1008 shown in Figure 21 and a lowered position 1010 shown in Figure 19. In the lowered position the upper frame 1002 is oriented substantially parallel to the lower frame 1004 meaning the frames are within plus or minus
[00101 Preferably wherein in the raised position a reaction force vector passing through the pivot point and parallel to the frame rail will intersect with the center of gravity.
[00111 Preferably wherein in the raised position a reaction force vector passing through the pivot point and parallel to the frame rail will pass above the center of gravity.
=
[0012]
Preferably 5 wherein the pivot point dividing upper frame into a rear arm portion on one side of the pivot point and a front arm portion on the other side of the pivot point.
[0013]
Preferably wherein in the lowered position rear ann portion raises the drive sprockets off of the ground creating a tack lifted portion being the part ofthe track no longer contacting the ground thereby creating a track short contact length being the portion contacting the ground.
[0014]
Preferably wherein in the raised position rear ant portion lowers rear drive sprockets toward the ground eliminating a track lifted portion thereby creating a track long contact length being the portion contacting the ground.
[0015]
Preferably wherein the lower fratne including left and right frame inemben having mounted thereon track wheels for supporting the track rollably thereon.
[0016] Preferably wherein the pivot point is spaced upwardly from the frame members and located in pivot flange projecting upwardly from a rear end of each frame member thereby creating L shaped left and right frame members.
[0017] Preferably wherein the suspension is fastened to the chassis with front adjustable shocks and rear adjustable shocks such that the front track portion and the rear track portion can be adjusted up and down independently of each other.
Brief Description of the Drawings [0018] The invention will now be desctibed by way of wimple only with reference to the following drawings in which:
Figure 1 is a side schematic partial cut away view of the present invention a snowmobile suspension and drive train.
Figure 2 is a top plan view of the snowmobile suspension and drive train.
Figure 3 is a side elevational view of the snowmobile suspension and drive train.
Figure 4 is a schematic partial assembly view of a portion of the rear shock assembly and adjusting mechanism.
Figure 5 is a schematic partial cut away view of the rear shock assembly.
Figure 6 is atop schematic partial cut away view of the snowmobile suspension and drive train.
Figure 7 is a partial schematic cut away side plan view of the snowmobile suspension and drive train.
Figure 8 is a schematic partial view of components of the chain tensioning assembly.
Figure 9 is a schematic assembly of a portion of the front shock assembly.
Figure 10 is an assembled partial schematic perspective view of the front shock assembly together with the slide rails.
Figure 11 is a top plan schematic view of the rear shock assembly and the front shock assembly shown mounted on the ladder bar frame.
Figure 12 is a partial side schematic view of the rack and rear idle wheels together with the rear shock assembly shown in a first position in dark lines and a second position in light dashed lines and in a third position an even lighter dashed lines.
Figure 13 is a top schematic plan view of a portion of the snowmobile su.spension and drive train together with the engine and primary and secondary clutch.
Figure 14 is a schematic partial cut away view of the driven jack shaft together with various component mounted thereon including the brake rotor, the front idlar wheels, the front drive split sprocket and the secondary clutch.
Figure 15 is an exploded assembly view of the mounting hub, the front drive split sprocket and the pins and bolts for assembly of the components.
Figure 16 is a rear perspective assembled schematic view of an alternate emb9diment of a snowmobile suspension and drive train,.
Figure 17 is a top plan view of the snowmobile suspension and drive train shown in Figure 16.
Figure 18 is a schematic side elevational view of the snowmobile suspension and drive train shown in solid lines together with a snowmobile chassis shown in dashed lines.
Figure 19 is an enlarged side elevational schematic view of the snow bile suspension and drive train shown in Figure 18.
Figure 20 is a schematic side elevations! view of the snowmobile suspension and drive train deployed in a chassis of a snowmobile shown in dashed lines.
Figure 21 is a side elevational schematic side view of the snovvmobile suspension ancl diive=
train shown in Figure 16 in the raised position.
Figure 22 is a schematic side elevational plan view of the sno-wmobile suspension and drive train in solid lines deployed onto a snowmobile chassis shown in dashed lines.
Figure 23 is an expanded side elevational schematic view of the snowmobile suspension and drive train together with front and rear adjustable shocks.
Figure 24 is a side devotional schematic view of the snowmobile suspension and drive train shown in Figure 16 together with the drive belt and pulleys together shown deployed onto a chassis of a snowmobile.
Figure 25 is a top schematic plan VieW of the snowrnobile suspension and drive train shown in Figure 16 using a cog belt drive system to drive the rear drive sprockets rather than a chain.
Figure 26 is :a top schematic plan view of the snowmobile suspension showing the engine drive line mounted on the other side of the suspension and drive train relative to Figures 25 and 17.
Figure 27 is a side elevational schematic side view of an alternate arrangement of the snowmobile suspension and drive train in the raised position depicting an inclined appraoch, Detailed Description of the Preferred Embodiment [0019] The attached figures show a snowmobile suspension and drive train which includes the following major components, namely ladder bar frame 202, front shock assembly 204, rear shock assembly 206, drive chain 250, mar drive assembly 210, front drive assembly 212, engine 214, primary clutch 216 and driven secondary clutch 218.
[0020]
Referring now to Figures 13, 14 and 15 front drive assembly 212 includes a live driven jack shaft 220, a front drive split sprocket 222, a mounting hub 224 and idler wheels 226.
[0021]
Front drive split sprocket 222 is mounted onto mounting hub 224 using pins 230 and bolts 232. Mounting hub 224 is mounted onto driven jack shaft 220 in traditional manners including splines etc, for rigidly mounting, mounting hub 224 onto driven shaft 220.
[00221 Driven shaft 220 also includes brake rotor 236 and brake calliper 238 mounted on one end of the driven shaft 220 and the secondary clutch 218 mounted on the other end of driven shaft 220.
[0023]
Engine 214 drives primary clutch 216 which in turn drives secondary clutch 218 via drive belt 240.
[0024] Front drive split sprocket 222 drives drive chain 250.
[0025]
Referring now to Figures 2, 3, 4 and 5, rear drive assembly 210 includes fixed rear axle 302, track sprockets 304, driven chain sprocket 306, rear idler wheels 308, track tension assembly 310, rear shock assembly 206 and chain tensioning assembly 312.
[00261 Rear shock assembly 206 includes coil over rear shock 402, upper pivot arm 404, lower pivot arm 406, rear pivot shaft 408, sprag or splined faces 410 and connecting link 412.
[0027]
Ladder bar frame 202 includes outer mils 602, cross member 608, stiffening member 610, and has attached thereto idler track wheels 604 and slide rails 606.
[00281 Front shock assembly 204 best shown in Figures 9, 10 and 11, includes an adjustable coil over shock 702, a front pivot arm 704, a slide rail connecting link 706, aperture for pivot arm shaft 708, connecting pins 710, connecting link shaft 712 and pivot arm shaft 714. Front pivot arm 704 also includes shock flanges 720, and shock mounting holes 722.
[0029] Chain tension assembly 312 includes the (hive chain 250, a slotted adjustment bracket 802 and a chain idler wheel 804.
[0030] Ladder bar are 202 is connected to the snowmobile chassis at front ladder bar pivot shaft 692.
[0031] Referring now to Figure 12 showing rear shock assembly 206 together with the track in various positions by adjusting the rear shock assembly 206 namely by setting the spline faces 410 relative to each other by clamping upper pivot arm against rear pivot shaft 408. In this manner one can align upper pivot arm 404 at relative angles to lower pivot um 406. So for example, one can obtain a track first position 902 by engaging sprag or spline faces 410 in such a manner that lowerpivot arm takes on first position 91.2. One can obtain track second positioti 904 by adjusting lower pivot arm into second position 914 and one can obtain a track third position 906 as shown in Figure 12. Therefore, the track 950 can be adjusted to various heights relative to the chassis of the snowmobile by adjusting the sprag or spline faces 410 of the rear pivot shaft 408 relative to the upper pivot arm 404 with bolt 405. In this manner, one can adjust the tide height to suit individual riding conditions and increase or decrease the suspension travel.
Snowmobile Drive Train In Use r00321 The presently desctibed=rive train includes an engine 214 which drives a primary clutch 216 which is connected to a secondary clutch 218 via a drive belt 240.
Secondary clutch 218 drives a driven jack shaft 220 which is a, live shaft which includes front drive split sprocket 222 mounted onto a momiting hub 224 connected to driven jack shaft 220. Driven jack shaft 220 edso includes a brake rotor 236 and a brake calliper 238 mounted on one distal end thereof In addition, there are two front idler wheels 226 which guide track 950 Overtop of and around front chive assembly 212. Front drive split sprocket 222 dtives a drive chain 250 which in turn is cormected to driven chain sprocket 306 which is mourned on fixed rear axle 302.
[0033]
Fixed rea.r rode 302 includes tvvo sets of track sprockets 304 which are mounted on either side of driven chain sprocket 306. In addition, rear idler wheels 308 guide track 950 around rear drive assembly 210. Drive chain 250 in addition passes over top of two chain idler wheels 804, the first positioned closer to the front of the snowmobile and the second chain idler wheel 804 is part of a chain tensioning assembly 312. Chain tensioning assembly 312 includes a slotted adjustment bracket 802 along which chain idler wheel 804 can be mounted at various positions in order to adjust chain tension. A chain guard 290 is also mounted on the upper part of the drive assembly to ensure that chain 230 does not make contact with any of the parts of the ladder bar frame 202. This drive system -results in reduced moving components and increased flexibility in that any number of the sprocket combinations can be used to determine the final drive ratio and to optimize the drive train for any particular driving condition. In addition, rather than the front portion of the track being driven, in this case the rear portion of the track is driven, resulting in completely different driving characteristics of the snowmobile due to the tensioning on track 950 and the torque imposed upon the snowmobile during hard acceleration.
[0034] This drive setup allows for a very stiff ladder bar frame construction having cross member 608 and stiffening mernber 610 which pivot about one point near the front of the snowmobile namely, about front ladder bar pivot shaft 692.
Snowmobile Suspension In Use [0035] The snowmobile suspension includes a front shock assembly 204 and two rear shock assemblies 206. Front shock assembly 204 includes an adjustable coil over shock 702 which is attached at one end to ladder bar frame 202 and at the other end to shock mounting hole 722 in front pivot arm 704. In turn, slide rail connecting link 706 is hinge ably connected to front pivot arm 704 with a connecting pin 710. Slide rail connecting link 706 is attached to slide rail 606 which a connecting link shaft 712. Slide rail 606 is vet)/ much the same as the slide rail assemblies found on existing snowmobiles having a number of idler track wheels 604 for guiding the track along the bottom of the snowmobile.
Rear shock assembly 206 includes rear pivot shaft 408. On each distal end of rear pivot shaft 408, a coil over rear shock 402 is mounted to an upper pivot arm 404 which is connected to rear pivot shaft 408 with a sprag or spline faces 410 found on both the upper pivot arm 404 and the rear pivot shaft 408. The spline faces are meshed together using a bolt 405 for rigidly connecting upper pivot arm 404 to rear pivot shaft 408. In addition, there is a lower pivot arm 406 rigidly attached to rear pivot shaft 408 which in turn is connected to a connecting link 412 which is connected at one to the ladder bar frame 202 and at the other end to lower pivot ann 406. As best shown in Figure 12 via adjusting the position of the sprag or spline faces 410, one can select any number of angular positions of lower pivot arm 406 in relationship to upper pivot arm 404. Figure 12 shows three such possibilities namely track first position 902, track second position 904 and track third position 906. By adjusting the anguktr relationship between the upper pivot arm 404 and the lower pivot arm 406 using the sprag or spline faces 410, one can have a high riding position and or a low riding position and/or select large suspension travel or smaller suspension travel depending uport the position of the pivot arms.
[0036] , The suspension will also include a track tension assembly 310 which is an assembly well known in the present art. In order to adjust the tension on track 950, first of all the chain tensioning assembly 312 would be backed off completely in order to remove any tension on drive chain 250. Once drive chain 250 is slack, one can then adjust the track tensioning assembly 310 in order to obtain the necessary tension on track 950.
Thereafter, the chain tensioning assembly 312 would be adjusted to obtain the necessary tensiort on drive chain 250.
Description of Alternate Embodiment of a Snowmobile Suspension and Drive Train [0037] An alternate embodiment of a snowmobile suspension and drive train is shown generally as 1000 in Figure 16 and following:
[0038] Snowmobile suspension and drive train 1000 includes the following major components namely, upper frame 1002 pivotally attached and connected to lower frame 1004 at a pivot point 1007 with a pivot shaft 1006. The track 1102 is art endless loop type snowmobile track supported by the suspension wherein track 1102 is being driven and guided at a rear track position 1404 with track drive sprockets 1036 and is supported and guided at a front track position 1402 with front idler wheels 1052 and the upper portion 1406 of track 1102 is guided at an interme,diate position 1408 over top track wheels 1026. Note that track 1102 is driven at the rear track position 1404 which is where the track just breaks contact with ground 1101. With suspension 1000 in raised position 1008 track 1.102 breaks contact with the ground under track drive sprockets. With suspension 1000 in lowered position 1010 track 1102 breaks contact with the ground under the rear most track wheel 1044. Track 1102 just begins to make contact with ground 1102 at front track position 1402 under front idler wheel 1052. Upper portion 1406 of track 1102 does not make contact with ground 1101. =
[0039] The suspension includes a diagonally extending upper frame 1002 pivotally connected to a horizontally oriented lower frame 1004 in scissor relationship pivoting at pivot point 1007. Upper frame 1002 can be pivoted in scissor like fashion relative to lower frame 1004 between a raised position 1008 shown in Figure 21 and a lowered position 1010 shown in Figure 19. In the lowered position the upper frame 1002 is oriented substantially parallel to the lower frame 1004 meaning the frames are within plus or minus
10 degrees being the angle subtended by the two frames. In the raised position the upper frame is oriented such that it extends diagonally upwardly relative to the pivot point as shown in figure 21.
[0040] Upper frame 1002 is preferably designed and fabricated in the style of a ladder bar 1012 having a right frame rail 1014 and a left frame rail 1016 connected together with bars.
[0041]
Upper frame 1002 also includes the following components namely, front driven shaft 1018 having attached thereon a brake system 1020, a motor driven pulley 1022 receiving power from the motor via a motor drive belt 1074. Front driven shaft 101-8 further includes front sprocket 1024 and top track wheels 1026. Front driven shaft 1018 is located at the top end 1028 of upper frame 1002 and rear drive shaft 1030 is located at bottom end 1032 of upper frame 1002. Rear drive shaft 1030 has mounted thereon rear drive sprocket 1034 for receiving a chain thereon and track drive sprockets 136 which transmit power to the snowmobile track 1102.
(0042]
=Lower frame 1004 includes a right frame member 1040,a left frame member 1042, and track wheels 1044.
[0043]
Each of the frame members has an idler end 1046 and a rear end 1048.
At idler end 1046, idler shaft 1050 is mounted having front idler wheels 1052 mounted thereon. Front idler wheels guide the track 1102 around the snowmobile suspension and drive train 1000.
[0044]
Lower frame 1004 at rear end 1048 Mcludes a pivot flange 1054 which as shown in the Figures is an L-shaped flange generally extending perpendicular to the frame members 1042 and 1040. Proximate a top end 1056 of pivot flange 1054 is mounted pivot shaft 1006 there through thereby pivotally connecting upper frame 1002 to lower frame 1004 at pivot point 1007.
[0045] Included at the idler end 1046 is a track tensioning mechanism 1060 for obtaining the necessary track tension onto the track and also for facilitating removal and mounting of the track 1102 onto the snowmobile suspension and drive train components 1000.
[0046] Referring now to Figure 17, the snowmobile suspension and drive train 1000 is shown schematically in a top plan view together with the motor 1070 which drives a motor drive pulley 1072 which in turn drives a motor drive belt 1074 which in turn drives the motor driven pulley 1022 which in turn drives the front driven shaft 1018.
[0047] Brake system 1020 typically includes a brake rotor 1076 and a brake calliper 1078 of the type known in the art.
[0048] Front sprocket 1024 drives a chain 1080 which in turn transmits power back to the rear sprocket drive 1034 which in turn. rotates rear drive shaft 1030 which in turn rotates drive tack sprockets 1036 which transmit turning power to the track 1102 not shown in this Figure.
[0049] Referring now to Figures 18 and 19 snowmobile suspension and drive train 1000 in Figure 19 is shown in the lowered position 1010 together with a track 1102 mounted thereon.
[0050] ln the lowered position 1010 shown in Figures 18 and 19, top end 1028 of upper frame 1002 is lowered downwardly to the point where upper frame 1002 lies parallel and adjacent to lower frame 1004. In this position the bottom end 1032 is raised off of tile ground 1101, thereby reducing the total contact length of the track 1102 as shown in Figura 18 and 19.
[0051] In particular, Shown in Figure 18 is the contact portions of track 1102 when the snowmobile suspension and drive train 1000 is in the lowered position 1010.
[0052] Track 1102 has a short contact length shown as $1110 when in the lowered position 1110 and also has a track lifted portion denoted as C1112 thereby reducing =the total contact surface of track 1102 onto the ground 1101. The advantages of having a short contact length as denoted as 1110 will be discussed below.
[0053] Also will be noted in Figures 18 and 19 that the balance point of the entire snowmobile with no passengers aboard lies at approximately the position shown as BP
namely 1114 which is known in the art as the balance point and the centre of gravity lies at a point shown as CG 1301. The center of the front idler wheels 1052 are positioned within 6 inches either side of the balance point, and preferably. within 2 inches of -either side of the balance point, and preferably at the balance point meaning that some portion of frmt idler wheel lies over top of balance point BP 1114 of the sled.
[0054] Additionally shown in Fig= 19 is right frame rail 1014 of upper frame 1002. Right frame rail 1014 can be subdivided into the rear arm portion shown as A and denoted as 1120 and the front arm portion shown as B and denoted as 1122.
Upper frame 1002 pivots about pivot shaft 1006 which subdivides right frame rail 1014 into the rear arm portion A1120 and the front arm portion B1122.
[00551 The reader will note that when the top end 1028 of right frame rail 1014 is raised thereby raising front arm portion 1122, the bottom end 1032 of right frame 1014 is lowered thereby lowering rear arm portion A1120.
[0056]
Referring now to Figures 20 and 21, the snowmobile suspensicat and drive train shown generally as 1000 is shown in the raised position 1008. In the raised position, the total contact length is long contact length L denoted 1130 in Figure 20 and the reader will note that the track lift portion denoted as C1112 now makes contact with the ground 1101. In the raised position 1008, the track area contacting the ground is maximized due to the extendei.
long contact length L1130 achieved by lowering bottom end 1032 flipper frame 1002. The snowmobile chassis 1050 is shown in dashed lines in Figure 18 and 20 for illustrative purposes only to show schematically how the snowmobile suspension and drive train 1000 would be deployed relative to a chassis 1050.
[0057]
Referring now to Figures 22 and 23, snowmobile suspension and drive train 1000 is shown deployed onto a snowmobile chassis 1050 shown in dashed lines. The diagram show front adjustable shocks 1200 and rear adjustable shocks 1202 which are connected to chassis 1050 and are of the type which can be raised and lowered.
Therefore, one can select to lower the front adjustable shocks 1200 and/or the rear adjustable shocks 1202 and/or both thereby adjusting the ride, quality, height and as well affecting the total track contact length shown as L 1130 and S 1110 in Figures 18 and 20.
[0058] Figure 25 is a top schematic plan view of the snowmobile suspension and drive train 1000 similar to the view shown in Figure 17, however in the case of Figure 25 the chain 1080 is replaced with a cog belt 1220 and a person skilled in the art will note that rear sprocket drive 1034 and front sprocket 1024 would be exchanged with front cog 1222 and rear cog 1224 in order to transmit the drive forces from cog belt 1220 to the rear cog 1224. In all other respects, the snowmobile suspension and drive train 1000 shown in Figure 25 is similar to the snowmobile suspension and drive train 1000 shown in Figure 17.
[0059] Referring now to Figure 26, the reader will note that the snowmobile suspension and drive train shown generally as 1000 may have differently arranged drive trains. For example in Figure 26 motor 1070, motor drive pulley 1072, motor drive belt 1074 and motor driven pulley 1022 are oriented on the left side rather than on the right side shown in Figure 17 and 25.
[0060] In addition in Figure 26 is shown sponsons 1304 which essentially is a snow floatation device mounted longitudinally along both sides of frame rails 1014 and 1016.
Sponsons 1304 are used to add floatation in deep snow like a ski and help prevent the chances of getting stuck. The shape and size of the sponsons is optimized for different applications such as carving in deep snow, in which case one would want the sponsons to act like a ski or rudder. The sponsons may also be constructed larger to form a shroud in front of the track radius at the rear track position 1404 to prevent inside radius of the track from grabbing or hooking the snow up into the air as the snow enters inside of the track while travelling around the rear drive sprocket 1034 or rear idler wheels. This entrainment of snow may cause a certain amount of drag in deep snow and the sponsons 1034 can be shaped to reduce this drag. The sponson will also add protection to other suspension components and absorb impact during possible collision with objects.
[0061] Referring now to Figure 18 and 20, one will note that these figures also depict the centre gravity 1301 as shown in the diagrams. The position of the centre of gravity of the snowmobile relative to the orientation a the ladder bar frame 1012 will create certain reaction forces when under heavy acceleration and deceleration. It is preferable that the ladder bar frames 1012 instance centre is pointing at or above the centre of gravity 1301 in order to produce the optimal reaction forces.
Use of Snowmobile and Suspension Drive Train 1000 [0062]
Reaction force is applied to ladder bar frame 1012 by means of torque applied via a chain 1080 and/or a cog belt 1220 to the rear drive sprocket 1034 or rear cog 1224. This creates a reaction force vector along the instant center of the ladder bar frame 1012. In the raised position for example a force vector runs along an imaginary line known as the instant center which passes through the pivot point 1007 and parallel to the frame rails 1014, 1016. This reaction force vector preferably passes above or intersects with the center of gravity 1301 when the suspension is in the raised position 1008. This reaction force vector dictates the behaviour of the chassis movement relative to the centre of gravity 1301. Torque applied at the rear drive shaft 1030 attempts to extend the suspension while vireight transfer attempts to coinpress the suspension. Under operating conditions, the balance of these force.s is created and the resulting forces increase pressure =to the ground while having minimal affect on the front suspension (the pressure on the skis). Force vectoring is variable by controlling rear drive shaft 1030 torque and the position of the ladder bar frames 1012 instant centre relative to the vehicle centre &gravity 1301. For optimal performance one would like to have the ability to position the reaction force vector to pass above or intersect with the center of gravity 1301.
[0063] A conventional suspension and drive behaves in an opposite marmer which is a disadvantage. Tinder heavy acceleration in a conventional suspension the front suspension is unloaded and therefore, the sld pressure on the front skis decreases, making it more difficult to control the steering of the snowmobile. While carrying a passenger, these disadvantages of the conventional suspension become even more apparent.
[0064] By adjusting the height of rear adjustable shocks 1202 and front adjustable shocks 1200, one is able to independently adjust the front andior rear height of snowmobile suspension drive train 1000. In Figure= 19 for example, the suspension isshown in the lowered position 1010, wherein the contact length of the track is at short contact length 1110. In Figure 21 for example the snowmobile suspension and drive train 1000 is shown in the raised position 1008, wherein the contact of the track 1102 is the long contact length L
shown as 1130. The length of the track 1102 contacting any surface such as ground 1101 is variable and can be extended and/or compressed depending upon whether the suspension is in the lowered position 1010 and/or the raised position 1008. In deep snow for example, increased surface area of the track 1102 is desired and therefore the suspension is put into the raised position 1008 which maximizes the contact length L1130 and also raises the centre of gravity of the snowmobile. This position is preferably for aggressive riding in deep snow and/or over rough terrain.
[0065] By adjusting the suspension to a lower ride height namely, putting in to lowered position 1010, one will improve the handling of the snowmobile by decreasing the surface Ltrea of track 1102 to the short contact length as 1110 and also loweriNg the centre of gravity 1301. This permits tighter turning, reduces lateral weight tnmsfer due to the lowering of centre of gravity 1301 and improves turning capabilities and stability of the snowmobile.
Therefore, suspension right height adjusts track geometry to compliment the intended pmpose of the riding conditions.
[0066]
Snowmobile suspension and drive train 1000 is essentially an endless loop track 1102 consisting of front idler wheels 1052 placed at the front track position 1402.
The idler wheels are located directly below the snowmobile centre of gravity 1301 and at the balance point 1114 of the snowmobile.
[00671 As indicated above by placing the suspension in lowered position 1110, one can reduce the track 1102 contact length and by raising the suspension into the raised position 1008, one can increase the track contact namely into long contact length L 1130.
[0068] The mechanical geomeny of snowmobile suspension and drive train 1.000 provides better performance under deceleration of the snowmobile. The inability of conventional snowmobiles to reduce speed and come to a complete stop is well known.
Several factors are part of this undesirable behaviour. The approach angle of a traditional snowmobile at the very first contact point of the track to the snow creates aramp effect while braking. Snow accumulation in front ofthe track is compressed and forced to travel below- the track. This causes a hydroplane type action, thereby reducing the ability of snowmobile to come to a fast halt.
[0069] Secondly, the track tension in a conventional drive created by the drive axle attempts to straighten and compress the suspension at the front of the track tmder deceleration conditions further inducing the ramp effect and further increasing the _ hydroplaning effect.
[0070] Thirdly, the initial contact of the track is almost 14"
further back of the centre of gravity 1301 as compared to the present snowmobile suspension and drive train 1000. A lower percentage of the total vehicle weight is applied to the track and is ftuther amplified when weight is transferred forward during hard breaking onto the skis.
[0071] The present sno-wmobile suspension and drive train 1000, dramatically improves the ability to reduce speed, increase control and come to a fast stop. The following factors make this possible. The front idler wheels 1052 found in the forward portion of the track are almost directly under the vehicles centre of gravity 1301 and directly under the snow machines balance point 1114, The centre of gravity point 1301 of course changes depending upon the number of passengers that are riding on the snowmobile, but generally speaking., the centre of gravity 1301 will move further back as additional passengers are added to the vehicle. This movement on the centre of gravity position 1301 backward with the additional.
passengers, aids braking since a high percentage of the vehicles weight is applied to the front idler wheel 1052 under high breaking.
[00721 A third factor to increase traction under heavy breaking involves a direction of the forces applied to the front idler wheel 1052. The top track wheel. 1026 applies force forwardly through the right and left frame members 1040 and 1042. Thereby transferring the energy and pivoting the ladder bar frame 1012. This effect eÞ further force to be applied to front idler wheel 1052 thereby reducing orpreventing hydroplaning and causing idler wheel 1052 to dig in or assert more pressure onto ground 1101.
The front skis therefore remain firmly planted in the snow therefore maintaining steering control of vehicle and deceleration is greatly improved.
[0073]
In addition, the distance between the motor drive pulley 1072 and the motor driven pulley 1022 is increased. This provides greater efficiency of the variable speed transmission since the area of contact around the pritnary clutch 1021 is increased, therefore - reducing belt slippage, lowering heat created, increases belt life, increases reliability and effectively transf'ers power more efficierttly to front driven shaft 1018.
Manufacturing costs and assembly time are also reduced, due to less critical specifications for drive belt alignment due to the long drive centre between the motor drive pulley 1072 and the motor driven pulley 1022. In addition, the chain case which is typically a part of the present day snowmobile drive trains is completely eliminated and therefore, less distance is required to transmit power to the ground.
[00741 The track tension is applied to approximately 40% of the track to transmit power to only the portion that contacts the ground, as the top side of the track essentially free wheels. This is because the rear drive shaft 1030 is the driven axle of the drive train. By applying the rotating or the torque to the rear portion of the track, one is essentially pulling track 1.102 around front idler wheel 1052 and backwards around rear drive sprocket 1034, therefore applying tension along the bottom portion of track 1102 which is more or less in contact with the ground 1101. This reduces track fatigue and proves rolling resistance around the large diameter front idler wheel 1052. The track can be opentted quite loose with very little tension and without track skipping or ratcheting whether breaking or accelerating.
[0075] A convention sled applies tension to 90% of the track in order to transmit power to the ground. A conventional sled a large portion of the track is part of the transmission and in particular the top side of the track transtrilts power to the ground.
[0076] The reader will note that the front and rear track suspension can travel independently, In other words, front adjustable shock 1200 and rear adjustable shock 1202 can be independently raised arid lowered and not coupled together as in a conventional suspension system. The present suspension can isolate the tuning, front or back and give considerable increase in rider comfort and control, In conventional suspensions, by adjusting either the front or back, it automatically affects other parts of the suspension.
[0077] The present invention applies chassis load through the through the ladder bar frame 1012 to the rear drive shaft 1030. Therefore, when a passenger is present on a snowmobile, they are sitting well ahead of the rear drive shaft 1030. The passenger's weight does proportionally add weight to the front skis which is need to maintain control of the snowmobile.
[0078] This is not the case in conventional snowmobiles, wherein die front skis are unloaded with the presence of passengers onto the back of the snowmobile.
[00791 The present design is very versatile in that the user has the capability to=
adjust ride height while stationary or under motion. It is possible to have the entire weight of the vehicle placed on the front idler wheels 1052 which allows the operator to easily pivot the snowmobile around balancing only on the front idler wheel 1052. A 500 pound sled under these conditions requires only 20 pounds of pull at a rear grab handle located near the rear drive sprocket 1034 in order to tum the sled totally around on dry pavement, or hard packed snow by positioning the entire weight of the snowmobile over front idler wheel 1052. Small children and the elderly with back trouble and people who are unable to bend and push and/or pull to a great degree can easily completely pivot the snowmobile around the front idler wheels 1052 by simply positioning the suspension in such a manner that the majority of weight is concentrated over the front idler wheel 1052.
[0080] The same capability while riding the vehicle, allows the operator to raise the skis off the ground to cross the road or surface that may cause damage to the front ski carbide runners and also to public property.
[00811 The same capability also gives the operator the choice to adjust the ski pressure downwards while operating the snowmobile. This is desirable for different operating conditions which change the handling characteristics and the bands a the snowmobile. For instance if you are carrying a heavy load or a passenger, you may choose to raise the rear end in order to level out the vehicle. In deep snow you may choose to have little or no ski pressure to make the snowmobile nibble and easy to carve by only shifting your weight.
[0082] In addition to this the present design reduces manufacturing costs, assembly time, it simplifies and reduces the number of parts. The method used to manufacture may be less costly an 1 in particular maintenance procedures may also be less time consuming.
[0083] Referring now to Figure 27 which shows an altemate suspension set up with an inclined approach 2006 proximate front track portion 2012. Lower frame includes an upwardly curved forward end 2010 thereby creating an inclined approach 2006 to track 1102. The short contact length 2004 and the long contact length 2002 are modified respectively relative the previous embodiment due to the inclined approach 2006 as depicted in Figure 27.
[0040] Upper frame 1002 is preferably designed and fabricated in the style of a ladder bar 1012 having a right frame rail 1014 and a left frame rail 1016 connected together with bars.
[0041]
Upper frame 1002 also includes the following components namely, front driven shaft 1018 having attached thereon a brake system 1020, a motor driven pulley 1022 receiving power from the motor via a motor drive belt 1074. Front driven shaft 101-8 further includes front sprocket 1024 and top track wheels 1026. Front driven shaft 1018 is located at the top end 1028 of upper frame 1002 and rear drive shaft 1030 is located at bottom end 1032 of upper frame 1002. Rear drive shaft 1030 has mounted thereon rear drive sprocket 1034 for receiving a chain thereon and track drive sprockets 136 which transmit power to the snowmobile track 1102.
(0042]
=Lower frame 1004 includes a right frame member 1040,a left frame member 1042, and track wheels 1044.
[0043]
Each of the frame members has an idler end 1046 and a rear end 1048.
At idler end 1046, idler shaft 1050 is mounted having front idler wheels 1052 mounted thereon. Front idler wheels guide the track 1102 around the snowmobile suspension and drive train 1000.
[0044]
Lower frame 1004 at rear end 1048 Mcludes a pivot flange 1054 which as shown in the Figures is an L-shaped flange generally extending perpendicular to the frame members 1042 and 1040. Proximate a top end 1056 of pivot flange 1054 is mounted pivot shaft 1006 there through thereby pivotally connecting upper frame 1002 to lower frame 1004 at pivot point 1007.
[0045] Included at the idler end 1046 is a track tensioning mechanism 1060 for obtaining the necessary track tension onto the track and also for facilitating removal and mounting of the track 1102 onto the snowmobile suspension and drive train components 1000.
[0046] Referring now to Figure 17, the snowmobile suspension and drive train 1000 is shown schematically in a top plan view together with the motor 1070 which drives a motor drive pulley 1072 which in turn drives a motor drive belt 1074 which in turn drives the motor driven pulley 1022 which in turn drives the front driven shaft 1018.
[0047] Brake system 1020 typically includes a brake rotor 1076 and a brake calliper 1078 of the type known in the art.
[0048] Front sprocket 1024 drives a chain 1080 which in turn transmits power back to the rear sprocket drive 1034 which in turn. rotates rear drive shaft 1030 which in turn rotates drive tack sprockets 1036 which transmit turning power to the track 1102 not shown in this Figure.
[0049] Referring now to Figures 18 and 19 snowmobile suspension and drive train 1000 in Figure 19 is shown in the lowered position 1010 together with a track 1102 mounted thereon.
[0050] ln the lowered position 1010 shown in Figures 18 and 19, top end 1028 of upper frame 1002 is lowered downwardly to the point where upper frame 1002 lies parallel and adjacent to lower frame 1004. In this position the bottom end 1032 is raised off of tile ground 1101, thereby reducing the total contact length of the track 1102 as shown in Figura 18 and 19.
[0051] In particular, Shown in Figure 18 is the contact portions of track 1102 when the snowmobile suspension and drive train 1000 is in the lowered position 1010.
[0052] Track 1102 has a short contact length shown as $1110 when in the lowered position 1110 and also has a track lifted portion denoted as C1112 thereby reducing =the total contact surface of track 1102 onto the ground 1101. The advantages of having a short contact length as denoted as 1110 will be discussed below.
[0053] Also will be noted in Figures 18 and 19 that the balance point of the entire snowmobile with no passengers aboard lies at approximately the position shown as BP
namely 1114 which is known in the art as the balance point and the centre of gravity lies at a point shown as CG 1301. The center of the front idler wheels 1052 are positioned within 6 inches either side of the balance point, and preferably. within 2 inches of -either side of the balance point, and preferably at the balance point meaning that some portion of frmt idler wheel lies over top of balance point BP 1114 of the sled.
[0054] Additionally shown in Fig= 19 is right frame rail 1014 of upper frame 1002. Right frame rail 1014 can be subdivided into the rear arm portion shown as A and denoted as 1120 and the front arm portion shown as B and denoted as 1122.
Upper frame 1002 pivots about pivot shaft 1006 which subdivides right frame rail 1014 into the rear arm portion A1120 and the front arm portion B1122.
[00551 The reader will note that when the top end 1028 of right frame rail 1014 is raised thereby raising front arm portion 1122, the bottom end 1032 of right frame 1014 is lowered thereby lowering rear arm portion A1120.
[0056]
Referring now to Figures 20 and 21, the snowmobile suspensicat and drive train shown generally as 1000 is shown in the raised position 1008. In the raised position, the total contact length is long contact length L denoted 1130 in Figure 20 and the reader will note that the track lift portion denoted as C1112 now makes contact with the ground 1101. In the raised position 1008, the track area contacting the ground is maximized due to the extendei.
long contact length L1130 achieved by lowering bottom end 1032 flipper frame 1002. The snowmobile chassis 1050 is shown in dashed lines in Figure 18 and 20 for illustrative purposes only to show schematically how the snowmobile suspension and drive train 1000 would be deployed relative to a chassis 1050.
[0057]
Referring now to Figures 22 and 23, snowmobile suspension and drive train 1000 is shown deployed onto a snowmobile chassis 1050 shown in dashed lines. The diagram show front adjustable shocks 1200 and rear adjustable shocks 1202 which are connected to chassis 1050 and are of the type which can be raised and lowered.
Therefore, one can select to lower the front adjustable shocks 1200 and/or the rear adjustable shocks 1202 and/or both thereby adjusting the ride, quality, height and as well affecting the total track contact length shown as L 1130 and S 1110 in Figures 18 and 20.
[0058] Figure 25 is a top schematic plan view of the snowmobile suspension and drive train 1000 similar to the view shown in Figure 17, however in the case of Figure 25 the chain 1080 is replaced with a cog belt 1220 and a person skilled in the art will note that rear sprocket drive 1034 and front sprocket 1024 would be exchanged with front cog 1222 and rear cog 1224 in order to transmit the drive forces from cog belt 1220 to the rear cog 1224. In all other respects, the snowmobile suspension and drive train 1000 shown in Figure 25 is similar to the snowmobile suspension and drive train 1000 shown in Figure 17.
[0059] Referring now to Figure 26, the reader will note that the snowmobile suspension and drive train shown generally as 1000 may have differently arranged drive trains. For example in Figure 26 motor 1070, motor drive pulley 1072, motor drive belt 1074 and motor driven pulley 1022 are oriented on the left side rather than on the right side shown in Figure 17 and 25.
[0060] In addition in Figure 26 is shown sponsons 1304 which essentially is a snow floatation device mounted longitudinally along both sides of frame rails 1014 and 1016.
Sponsons 1304 are used to add floatation in deep snow like a ski and help prevent the chances of getting stuck. The shape and size of the sponsons is optimized for different applications such as carving in deep snow, in which case one would want the sponsons to act like a ski or rudder. The sponsons may also be constructed larger to form a shroud in front of the track radius at the rear track position 1404 to prevent inside radius of the track from grabbing or hooking the snow up into the air as the snow enters inside of the track while travelling around the rear drive sprocket 1034 or rear idler wheels. This entrainment of snow may cause a certain amount of drag in deep snow and the sponsons 1034 can be shaped to reduce this drag. The sponson will also add protection to other suspension components and absorb impact during possible collision with objects.
[0061] Referring now to Figure 18 and 20, one will note that these figures also depict the centre gravity 1301 as shown in the diagrams. The position of the centre of gravity of the snowmobile relative to the orientation a the ladder bar frame 1012 will create certain reaction forces when under heavy acceleration and deceleration. It is preferable that the ladder bar frames 1012 instance centre is pointing at or above the centre of gravity 1301 in order to produce the optimal reaction forces.
Use of Snowmobile and Suspension Drive Train 1000 [0062]
Reaction force is applied to ladder bar frame 1012 by means of torque applied via a chain 1080 and/or a cog belt 1220 to the rear drive sprocket 1034 or rear cog 1224. This creates a reaction force vector along the instant center of the ladder bar frame 1012. In the raised position for example a force vector runs along an imaginary line known as the instant center which passes through the pivot point 1007 and parallel to the frame rails 1014, 1016. This reaction force vector preferably passes above or intersects with the center of gravity 1301 when the suspension is in the raised position 1008. This reaction force vector dictates the behaviour of the chassis movement relative to the centre of gravity 1301. Torque applied at the rear drive shaft 1030 attempts to extend the suspension while vireight transfer attempts to coinpress the suspension. Under operating conditions, the balance of these force.s is created and the resulting forces increase pressure =to the ground while having minimal affect on the front suspension (the pressure on the skis). Force vectoring is variable by controlling rear drive shaft 1030 torque and the position of the ladder bar frames 1012 instant centre relative to the vehicle centre &gravity 1301. For optimal performance one would like to have the ability to position the reaction force vector to pass above or intersect with the center of gravity 1301.
[0063] A conventional suspension and drive behaves in an opposite marmer which is a disadvantage. Tinder heavy acceleration in a conventional suspension the front suspension is unloaded and therefore, the sld pressure on the front skis decreases, making it more difficult to control the steering of the snowmobile. While carrying a passenger, these disadvantages of the conventional suspension become even more apparent.
[0064] By adjusting the height of rear adjustable shocks 1202 and front adjustable shocks 1200, one is able to independently adjust the front andior rear height of snowmobile suspension drive train 1000. In Figure= 19 for example, the suspension isshown in the lowered position 1010, wherein the contact length of the track is at short contact length 1110. In Figure 21 for example the snowmobile suspension and drive train 1000 is shown in the raised position 1008, wherein the contact of the track 1102 is the long contact length L
shown as 1130. The length of the track 1102 contacting any surface such as ground 1101 is variable and can be extended and/or compressed depending upon whether the suspension is in the lowered position 1010 and/or the raised position 1008. In deep snow for example, increased surface area of the track 1102 is desired and therefore the suspension is put into the raised position 1008 which maximizes the contact length L1130 and also raises the centre of gravity of the snowmobile. This position is preferably for aggressive riding in deep snow and/or over rough terrain.
[0065] By adjusting the suspension to a lower ride height namely, putting in to lowered position 1010, one will improve the handling of the snowmobile by decreasing the surface Ltrea of track 1102 to the short contact length as 1110 and also loweriNg the centre of gravity 1301. This permits tighter turning, reduces lateral weight tnmsfer due to the lowering of centre of gravity 1301 and improves turning capabilities and stability of the snowmobile.
Therefore, suspension right height adjusts track geometry to compliment the intended pmpose of the riding conditions.
[0066]
Snowmobile suspension and drive train 1000 is essentially an endless loop track 1102 consisting of front idler wheels 1052 placed at the front track position 1402.
The idler wheels are located directly below the snowmobile centre of gravity 1301 and at the balance point 1114 of the snowmobile.
[00671 As indicated above by placing the suspension in lowered position 1110, one can reduce the track 1102 contact length and by raising the suspension into the raised position 1008, one can increase the track contact namely into long contact length L 1130.
[0068] The mechanical geomeny of snowmobile suspension and drive train 1.000 provides better performance under deceleration of the snowmobile. The inability of conventional snowmobiles to reduce speed and come to a complete stop is well known.
Several factors are part of this undesirable behaviour. The approach angle of a traditional snowmobile at the very first contact point of the track to the snow creates aramp effect while braking. Snow accumulation in front ofthe track is compressed and forced to travel below- the track. This causes a hydroplane type action, thereby reducing the ability of snowmobile to come to a fast halt.
[0069] Secondly, the track tension in a conventional drive created by the drive axle attempts to straighten and compress the suspension at the front of the track tmder deceleration conditions further inducing the ramp effect and further increasing the _ hydroplaning effect.
[0070] Thirdly, the initial contact of the track is almost 14"
further back of the centre of gravity 1301 as compared to the present snowmobile suspension and drive train 1000. A lower percentage of the total vehicle weight is applied to the track and is ftuther amplified when weight is transferred forward during hard breaking onto the skis.
[0071] The present sno-wmobile suspension and drive train 1000, dramatically improves the ability to reduce speed, increase control and come to a fast stop. The following factors make this possible. The front idler wheels 1052 found in the forward portion of the track are almost directly under the vehicles centre of gravity 1301 and directly under the snow machines balance point 1114, The centre of gravity point 1301 of course changes depending upon the number of passengers that are riding on the snowmobile, but generally speaking., the centre of gravity 1301 will move further back as additional passengers are added to the vehicle. This movement on the centre of gravity position 1301 backward with the additional.
passengers, aids braking since a high percentage of the vehicles weight is applied to the front idler wheel 1052 under high breaking.
[00721 A third factor to increase traction under heavy breaking involves a direction of the forces applied to the front idler wheel 1052. The top track wheel. 1026 applies force forwardly through the right and left frame members 1040 and 1042. Thereby transferring the energy and pivoting the ladder bar frame 1012. This effect eÞ further force to be applied to front idler wheel 1052 thereby reducing orpreventing hydroplaning and causing idler wheel 1052 to dig in or assert more pressure onto ground 1101.
The front skis therefore remain firmly planted in the snow therefore maintaining steering control of vehicle and deceleration is greatly improved.
[0073]
In addition, the distance between the motor drive pulley 1072 and the motor driven pulley 1022 is increased. This provides greater efficiency of the variable speed transmission since the area of contact around the pritnary clutch 1021 is increased, therefore - reducing belt slippage, lowering heat created, increases belt life, increases reliability and effectively transf'ers power more efficierttly to front driven shaft 1018.
Manufacturing costs and assembly time are also reduced, due to less critical specifications for drive belt alignment due to the long drive centre between the motor drive pulley 1072 and the motor driven pulley 1022. In addition, the chain case which is typically a part of the present day snowmobile drive trains is completely eliminated and therefore, less distance is required to transmit power to the ground.
[00741 The track tension is applied to approximately 40% of the track to transmit power to only the portion that contacts the ground, as the top side of the track essentially free wheels. This is because the rear drive shaft 1030 is the driven axle of the drive train. By applying the rotating or the torque to the rear portion of the track, one is essentially pulling track 1.102 around front idler wheel 1052 and backwards around rear drive sprocket 1034, therefore applying tension along the bottom portion of track 1102 which is more or less in contact with the ground 1101. This reduces track fatigue and proves rolling resistance around the large diameter front idler wheel 1052. The track can be opentted quite loose with very little tension and without track skipping or ratcheting whether breaking or accelerating.
[0075] A convention sled applies tension to 90% of the track in order to transmit power to the ground. A conventional sled a large portion of the track is part of the transmission and in particular the top side of the track transtrilts power to the ground.
[0076] The reader will note that the front and rear track suspension can travel independently, In other words, front adjustable shock 1200 and rear adjustable shock 1202 can be independently raised arid lowered and not coupled together as in a conventional suspension system. The present suspension can isolate the tuning, front or back and give considerable increase in rider comfort and control, In conventional suspensions, by adjusting either the front or back, it automatically affects other parts of the suspension.
[0077] The present invention applies chassis load through the through the ladder bar frame 1012 to the rear drive shaft 1030. Therefore, when a passenger is present on a snowmobile, they are sitting well ahead of the rear drive shaft 1030. The passenger's weight does proportionally add weight to the front skis which is need to maintain control of the snowmobile.
[0078] This is not the case in conventional snowmobiles, wherein die front skis are unloaded with the presence of passengers onto the back of the snowmobile.
[00791 The present design is very versatile in that the user has the capability to=
adjust ride height while stationary or under motion. It is possible to have the entire weight of the vehicle placed on the front idler wheels 1052 which allows the operator to easily pivot the snowmobile around balancing only on the front idler wheel 1052. A 500 pound sled under these conditions requires only 20 pounds of pull at a rear grab handle located near the rear drive sprocket 1034 in order to tum the sled totally around on dry pavement, or hard packed snow by positioning the entire weight of the snowmobile over front idler wheel 1052. Small children and the elderly with back trouble and people who are unable to bend and push and/or pull to a great degree can easily completely pivot the snowmobile around the front idler wheels 1052 by simply positioning the suspension in such a manner that the majority of weight is concentrated over the front idler wheel 1052.
[0080] The same capability while riding the vehicle, allows the operator to raise the skis off the ground to cross the road or surface that may cause damage to the front ski carbide runners and also to public property.
[00811 The same capability also gives the operator the choice to adjust the ski pressure downwards while operating the snowmobile. This is desirable for different operating conditions which change the handling characteristics and the bands a the snowmobile. For instance if you are carrying a heavy load or a passenger, you may choose to raise the rear end in order to level out the vehicle. In deep snow you may choose to have little or no ski pressure to make the snowmobile nibble and easy to carve by only shifting your weight.
[0082] In addition to this the present design reduces manufacturing costs, assembly time, it simplifies and reduces the number of parts. The method used to manufacture may be less costly an 1 in particular maintenance procedures may also be less time consuming.
[0083] Referring now to Figure 27 which shows an altemate suspension set up with an inclined approach 2006 proximate front track portion 2012. Lower frame includes an upwardly curved forward end 2010 thereby creating an inclined approach 2006 to track 1102. The short contact length 2004 and the long contact length 2002 are modified respectively relative the previous embodiment due to the inclined approach 2006 as depicted in Figure 27.
Claims (18)
PROPERTY OR PRIVILEGE IS CLAIMED IS DEFINED AS FOLLOWS:
1. A snowmobile suspension for supporting a snowmobile chassis and for guiding and supporting an endless loop type track, the snowmobile suspension comprising:
a) an endless loop type snowmobile track supported by a suspension;
b) the suspension including a frame housed within the endless loop track, c) the suspension further including a guide means for guiding the track around the suspension;
d) wherein the frame includes an upper frame pivotally connected at a pivot point to a horizontally oriented lower frame housed within the endless loop track in scissor relationship, such that the suspension movable between a raised position and a lowered position;
e) wherein the guide means including top track wheels mounted at a top end of the upper frame and track drive sprockets mounted at a bottom end of the upper frame for guiding the track around the suspension.
a) an endless loop type snowmobile track supported by a suspension;
b) the suspension including a frame housed within the endless loop track, c) the suspension further including a guide means for guiding the track around the suspension;
d) wherein the frame includes an upper frame pivotally connected at a pivot point to a horizontally oriented lower frame housed within the endless loop track in scissor relationship, such that the suspension movable between a raised position and a lowered position;
e) wherein the guide means including top track wheels mounted at a top end of the upper frame and track drive sprockets mounted at a bottom end of the upper frame for guiding the track around the suspension.
2. The snowmobile suspension claimed in claim I wherein the guide means including front idler wheels operably mounted to the lower frame at a front track position.
3. The snowmobile suspension claimed in claim 2 wherein the lower frame oriented such that at the front track position the track begins to make contact with the ground under the front idler wheels.
4. The snowmobile suspension claimed in claim 2 wherein the lower frame including an upwardly curved forward end such that at the front track portion the track is at an inclined approach relative to the ground.
5. The snowmobile suspension claimed in claim 1 wherein the top track wheels located at the track intermediate position for guiding a track upper portion around the suspension.
6. The snowmobile suspension claimed in claim 1, wherein in the lowered position the upper frame is oriented substantially parallel to the lower frame such that a track lifted off portion is lifted off the ground at the rear track position.
7. The snowmobile suspension claimed in claim 1 wherein in the raised position the upper frame is oriented such that it extends diagonally relative to the lower frame, such that at the rear track position the track breaks contact with the ground under the track drive sprockets.
8. The snowmobile suspension claimed in claim 1 wherein the lower frame connected at a pivot point at a rear end of the lower frame and including front idlers wheels mounted at an idler end of the lower frame.
9. A snowmobile suspension for supporting snowmobile chassis and for guiding and supporting an endless loop type track, the snowmobile suspension comprising:
a) an endless loop type snowmobile track supported by a suspension;
b) the suspension including a frame housed within the endless loop track, c) the suspension further including a guide means for guiding the track around the suspension;
d) wherein the frame includes an upper frame pivotally connected at a pivot point to a horizontally oriented lower frame housed within the endless loop track in scissor relationship, such that the suspension movable between a raised position and a lowered position;
e) wherein the pivot point dividing the upper frame into a rear arm portion on one side of the pivot point and a front arm portion on the other side of the pivot point.
a) an endless loop type snowmobile track supported by a suspension;
b) the suspension including a frame housed within the endless loop track, c) the suspension further including a guide means for guiding the track around the suspension;
d) wherein the frame includes an upper frame pivotally connected at a pivot point to a horizontally oriented lower frame housed within the endless loop track in scissor relationship, such that the suspension movable between a raised position and a lowered position;
e) wherein the pivot point dividing the upper frame into a rear arm portion on one side of the pivot point and a front arm portion on the other side of the pivot point.
10. The snowmobile suspension and drive train claimed in claim 9 wherein in the raised position the rear arm portion urging the track drive sprockets and the track there beneath onto the ground such that a track long contact length being the portion contacting the ground.
11. The snowmobile suspension claimed in claim 9 wherein in the lowered position the rear arm portion urging the track drive sprockets and the track there beneath off of the ground resulting in a track short contact length being the portion contacting the ground.
12. The snowmobile suspension claimed in claim 1 wherein in the raised position a reaction force vector intersecting the pivot point and parallel to the upper frame will intersect with a center of gravity of the entire vehicle.
13. The snowmobile suspension claimed in claim 1 wherein in the raised position a reaction force vector passing through the pivot point and parallel to the upper frame will pass above a center of gravity of the entire vehicle.
14. The snowmobile suspension claimed in claim 1 wherein the lower frame including left and right frame members having mounted thereon track wheels for supporting the track rollably thereon.
15. The snowmobile suspension claimed in claim 14 wherein the frame members including a pivot flange projecting upwardly from a rear end of each frame member forming L shaped left and right frame members such that the pivot point is located on the pivot flange.
16. The snowmobile suspension claimed in claim 1 wherein the frame is suspended to the chassis with a front biasing means and a rear biasing means such that the track at the front track position and the track at the rear track position can be adjusted up and down independently of each other.
17. The snowmobile suspension claimed in claim 16 wherein the front biasing means includes front adjustable shocks and the rear biasing means includes rear adjustable shocks.
18. A snowmobile suspension for supporting a snowmobile chassis and for guiding and supporting an endless loop type track, the snowmobile suspension comprising:
a) an endless loop type snowmobile track supported by a suspension;
b) the suspension including a frame housed within the endless loop track, c) the suspension further including a guide means for guiding the track around the suspension;
d) wherein the frame includes an frame pivotally connected at a pivot point to a horizontally oriented lower frame housed within the endless loop track in scissor relationship, such that the suspension movable between a raised position and a lowered position;
e) wherein the frame is fastened to the chassis with two front adjustable shocks to the idler end of the lower frame and two rear adjustable shocks at the bottom end of upper frame such that the track at the front track position and the track at the rear track position can be adjusted up and down relative to a chassis and independently of each other.
a) an endless loop type snowmobile track supported by a suspension;
b) the suspension including a frame housed within the endless loop track, c) the suspension further including a guide means for guiding the track around the suspension;
d) wherein the frame includes an frame pivotally connected at a pivot point to a horizontally oriented lower frame housed within the endless loop track in scissor relationship, such that the suspension movable between a raised position and a lowered position;
e) wherein the frame is fastened to the chassis with two front adjustable shocks to the idler end of the lower frame and two rear adjustable shocks at the bottom end of upper frame such that the track at the front track position and the track at the rear track position can be adjusted up and down relative to a chassis and independently of each other.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2654873A CA2654873C (en) | 2007-08-24 | 2009-02-20 | Snowmobile suspension and drive train |
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US95772407P | 2007-08-24 | 2007-08-24 | |
| CA2,639,099 | 2008-08-22 | ||
| CA2639099A CA2639099C (en) | 2007-08-24 | 2008-08-22 | Snowmobile suspension and drive train |
| CA2654873A CA2654873C (en) | 2007-08-24 | 2009-02-20 | Snowmobile suspension and drive train |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2654873A1 CA2654873A1 (en) | 2010-02-22 |
| CA2654873C true CA2654873C (en) | 2016-01-05 |
Family
ID=40381103
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2639099A Active CA2639099C (en) | 2007-08-24 | 2008-08-22 | Snowmobile suspension and drive train |
| CA2654873A Active CA2654873C (en) | 2007-08-24 | 2009-02-20 | Snowmobile suspension and drive train |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2639099A Active CA2639099C (en) | 2007-08-24 | 2008-08-22 | Snowmobile suspension and drive train |
Country Status (2)
| Country | Link |
|---|---|
| US (1) | US7836984B2 (en) |
| CA (2) | CA2639099C (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2010062294A1 (en) * | 2008-11-28 | 2010-06-03 | Bombardier Recreational Products Inc. | Snowmobile |
| US8676440B2 (en) * | 2010-12-22 | 2014-03-18 | Magna International Inc. | Semi-active snowmobile rear suspension |
| US20180229784A1 (en) | 2017-02-15 | 2018-08-16 | Soucy International Inc. | Rear track assembly for a vehicle |
| US11731715B2 (en) | 2018-02-15 | 2023-08-22 | Soucy International Inc. | Track assembly and vehicle |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3435908A (en) * | 1967-03-01 | 1969-04-01 | Caterpillar Tractor Co | Articulated crawler tractor construction |
| US3548962A (en) * | 1968-12-11 | 1970-12-22 | Harold E Best | Single track crawler vehicle |
| US3985192A (en) | 1974-08-21 | 1976-10-12 | Textron, Inc. | Engine and drive train suspension system for snowmobiles |
| US4072203A (en) * | 1976-05-14 | 1978-02-07 | Pierson Neil W | Small, personal, all terrain vehicle |
| US4560018A (en) * | 1984-05-10 | 1985-12-24 | Caterpillar Tractor Co. | Wheel tandem drive mechanism |
| US4570738A (en) * | 1985-01-03 | 1986-02-18 | Yamaha Hatsudoki Kabushiki Kaisha | Snow vehicle equipped with wide, low-pressure tires |
| US5400734A (en) * | 1993-05-10 | 1995-03-28 | Doyon; Paul | Automotive amphibious vehicle |
| US5373909A (en) * | 1993-10-26 | 1994-12-20 | Byron Enterprises, Inc. | Tracked vehicles and power drive apparatus for motivating tracked vehicles |
| US6112840A (en) | 1998-02-25 | 2000-09-05 | Forbes; Vernal D. | Snow vehicle |
| US6234263B1 (en) * | 1999-01-21 | 2001-05-22 | A & D Boivin Design | Recreational vehicle |
| US6279923B1 (en) * | 1999-02-20 | 2001-08-28 | Anthony P. Cardillo, Jr. | Personal winter vehicle |
| US6321864B1 (en) | 2000-04-27 | 2001-11-27 | Vernal D. Forbes | Snow vehicle track suspension |
| US20020129982A1 (en) | 2001-03-13 | 2002-09-19 | Harle Kent H. | Snowmobile drive train |
-
2008
- 2008-08-22 CA CA2639099A patent/CA2639099C/en active Active
- 2008-08-22 US US12/230,045 patent/US7836984B2/en active Active
-
2009
- 2009-02-20 CA CA2654873A patent/CA2654873C/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CA2654873A1 (en) | 2010-02-22 |
| US7836984B2 (en) | 2010-11-23 |
| CA2639099C (en) | 2014-11-18 |
| CA2639099A1 (en) | 2009-02-24 |
| US20090050389A1 (en) | 2009-02-26 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4936639A (en) | Apparatus in a turning-track track-laying vehicle | |
| US4794865A (en) | Amusement ride vehicle | |
| US7753155B2 (en) | Front drive system for a snowmobile | |
| US11225116B2 (en) | Amphibious multi-terrain water planing high speed tracked vehicle | |
| CA2654873C (en) | Snowmobile suspension and drive train | |
| US20100219004A1 (en) | Snow traction unit for vehicles | |
| EP0245307A1 (en) | Ground engaging surface for endless tracks, wheels and tyres. | |
| US3974890A (en) | Snowmobile suspension | |
| CA2412281C (en) | Steering ski for snow vehicle | |
| CA1226885A (en) | Chain link runner assembly | |
| US7967088B2 (en) | Snowmobile suspension and drive train | |
| US8348000B2 (en) | Snowmobile suspension and drive train | |
| US3698500A (en) | Two-track vehicle | |
| US7413197B2 (en) | Steering ski device for snowmobile | |
| CN206735640U (en) | Preventing gnawing rail device and beam-hanging traveling crane for beam-hanging traveling crane | |
| RU95626U1 (en) | SANI TRAILER | |
| CN112722068B (en) | All-terrain carrying vehicle and combination and walking method thereof | |
| RU185180U1 (en) | ALL-SEASON MOTOR TOWING | |
| US1314666A (en) | Motor sled | |
| RU151485U1 (en) | TOWING UNDERWAY | |
| SE511765C2 (en) | Motorized vehicle for use on soft ground surfaces | |
| JPS61226379A (en) | Irregular terrain drive vehicle | |
| RU120065U1 (en) | MOTOR TOWING | |
| EP2646309B1 (en) | Chassis for a sledge | |
| CZ7039U1 (en) | Engine-powered caterpillar snow scooter |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request |
Effective date: 20140127 |